I call initiative and ingenuity taking unique parts with no aftermarket support and making them work in a totally different application. So you have no manuals, no books and no experts to help you. You are staring adversity in the face and when you have overcome it there is no other feeling in the world that comes close. You can search the internet till your blue in the face and you won't find 6.8L V-10 wiring harness for a street rod, where as I probably could find over 10 books that could tell me how to setup up 3 carbs.

A 3 carb setup is 90% looks and 10% performance. Sure there was a time where a stromberg was a "big" carb and if you needed more fuel, you added another. Nowadays you could walk into Part Source, pickup a Edelbrock carb with tuning kit and have the same engine out perform a 3 carb setup with the same or better fuel mileage.

You can mock plastic and wires all you want. Wires can be hidden and plastic engine components have dramatic weight savings over conventional cast and aluminum parts (Power to weight ratio). Then with EFI you can tame the mightiest engine and unleash it at any time. So you can easily cruise to SIR and when your at the lights hit a button which can turn the tame kitten into a firebreathing dragon that will do 10 sec in the quarter mile belching flames out the exhaust. The smooth shifting auto is also changed into head slamming, tire chirping stick shift.

You can defend the flathead with nostalgia and mighty carburetors but it is time to crawl out of the past and accept the future for what it is. Computers are here to stay and carburetors just haven't went the way of the Dodo yet since there are to many still dwelling in the "Glory days of the horsepower wars". Sad to think that a new F-250 with a Powerstroke can kill a Boss Mustang at the track isn't it? Your "almighty" flatty will just be easy "prey" for all those dreaded plastic and fiberglass econocars with the loud exhaust.

Sampson out!

 

wow...well put nathan... not taking sides here, but thats a good perspective.

 

I see both sides of this, there is a segment for all aspects of rodding, customising etc. Different strokes for different folks and each has a following.
Some are totally into trucks, others appreciate sports car and still others are into the old lead sleds.
To me as long as it`s all Ford parts it`s all good.

 

each creation has to be an image of the owner's work. oviously nathan's a geek and Ryan's a grunt... no offense guys, wish i had a fraction of the knowledge that either of you have on those classes!!

 

Im just amazed its not me arguing with Morris and Sherm for once lol

You guys must be giving us a break lol.

 

I ate too much the last few days, your safe preppy....

 

For now lol all i gotta do is mention a cummins... maybe a chevy camaro....

haha just jokes

 

#1- How many "books" do you think I use, last count I was at zero for my 1949, I remeber a certain somebody Aka you has a vass knowledge of refrence books etc.
#2- If you have ever accuratly adjusted a carb. you would realize no book has the correct answer there are bascially too many factors that each motor has both from varied parts and setups, to the wear on a motor, having 3 carbs increases the difficulty I can imagine
#3- Why would any flatheader (who has respect for his motor) use a Edelbrock? A- no style B- You can NOT use a edelbrock on a Flathead, sadly its not that simple...
#4- I can't wait till you press your "Go-Go" button and unleash the fury be a modern day Chitty chitty bang bang.
#5- "dwelling on the days of horse power" you are such a tunner, my absoulute favorite thing is on 8th street and hear some ricer tunner rev the snot and the 2 old Dodo muscle cars pull up and show him true nostalgic power.
#6- If a Dinosaur and a monkey is at a zoo who the heck do you think is going to draw the crowds?????
#7- If I wanted to drive something, modern, sleek, fast, reliable I would not be driving a 1949 or a 1951 or a International, I would be driving a Mystic, or a fish face Taurus.
#8 Sampson out- what are you 6?

How many times do I have to tell you I don't care if your rat rod can do a 1/4 miles in 10 secounds or last that is simply not the point man.

 

to hell with your damn camaro...no comment on the cummins...

 

Haha that didnt take long!

As far as the Ryan VS Nathan, I defiantly see things from both perspectives.

There is skill and class in both finished products. Its more of a which one appeals to who kinda thing.

 

thats what i was saying prep. there's a light at the end of every tunnel.

 

Oh boy Nathan and Ryan are getting into oh boy i dont really like to argue so im going with sherm screw the camaro go with a mustang no comment on the cummins either heh

 

Ive seen a few pretty nice old camaros!

Dont get me wrong I would get a stang anyday, but I can still appreciate a nicely fixed up anything.

 

No comment on the maro or cummins....
Besides you all know what I`d say....

 

1. My books are factory parts catalogues. I don't have any tuning books.
2. Hmm.. no books eh?

3. Edelbrock part #1105 which recommends a Edelbrock #1403 or #1404 carb.

4. Tweecer allows 3 custom tunes in addition to the stock program. Since my engine is aimed at torque and not horsepower having a different tune is slightly redundant. I may setup a Tow/Haul mode though. Now if I added a second fuel tank of methanol I could take full advantage of different ignition and fuel tables.
5. How do you know he isn't just a imitator. Did you ask him to pop the hood and see the modifications? Or are you just carrying on a stereotype?
6. We all know what happened at "Jurassic Park"
7. You know the good looking girls like the fast and sleek.
8. Henry Ford called, he wants his engine back!

Look at the history of the flathead. It's popularity and it's speed parts are directly related to the pioneers of the racing industry. So if Fred Offenhauser and Victor Edelbrock plus many others didn't desire the need for speed you wouldn't have your precious 3 carb intakes. The flathead was the goto engine because 1. it was cheap 2. could make good power, now stuff that in a car that weighed 2000lbs and you had something. The competitors either had inline 6 engines or really expensive multi piece v-8's. Then the 50's came along and when the hemi and sbc were introduced the flathead was old news. With it's basic design dating back to 1932 and then compare that to OHV engines that breathe plus better casting techniques made them better platforms. Ford was then playing catch up and didn't hit it's stride till the 60's. The Y block was almost a failure due to it's heavy weight and lack of performance. The finally had something when they strapped a supercharger on the 312 but with those engine blocks cracking main webs coupled with holley carburetors that burnt the cars to the ground. The MEL engines were big and bulky plus they were only in luxury cars. The early FE engines weren't much better than their y block counterparts till the 427 side oiler. By this time Ford had managed to get some good performance out of their 289 engine to keep up with chevy's 327. This was the beginning of the "horse power wars" when they stuck huge engines in family cars. Fuel was cheap and hp was easily attainable.

Hot Rodding to it fundamental core has always been the pursuit of absolute horsepower.